Exhaust nozzle



April 17, 1928 I. 5. HAINES EXHAUST NOZZLE Filed Avril 22. 1927 2 Sheets-Sheet 1 E 34 gwomdox 22 MAE/Jaim- Patented Apr. 17, 1928.

UNITED STATES PATENT OFFICE.

WINFIELD SCOTT HAINES, OF DUNMORE, PENNSYLVANIA, ASSIGNOB TO PETER GARFIELD SEIGLE, OF DUN MORE, PENNSYLVANIA.

EXHAUST NOZZLE.

Application filed April 22, 1927. Serial No. 185,894.

The object of this invention is to provide a locomotive exhaust nozzle of novel form by the use of which the exhaust steam from the engine cylinders may be caused to flow into the draft pipe with considerable force and create a partial vacuum whereby the back pressure will be materially reduced and a corresponding increase in etficiency of the locomotive will be attained. The invention also has for its objectthe provision of a novel exhaust pipes nozzle of such construction that the exhaust from various steamdriven auxiliaries of the loco-motive may be coupled into the same and the exhaust steam drawn through the nozzle into the draft pipe. The invention also seeks generally to improve the construction of an exhaust nozzle whereby the cost of production will be reduced and the efficiency and durability of the device increased. The invention is illustrated in the accompanying drawings and will be hereinafter fully set forth and de fined.

In the drawings:

Figure 1 is a vertical longitudinal section of so much of a smoke box of a locomotive as is needed to furnish an understanding of the invention, the nozzle being shown in position partly in elevation and partly in vertical section;

Fig. 2 is a front elevation of the nozzle on a larger scale;

Fig. 3 is a longitudinal section of the nozzle taken on the line 3 -3 of Fig. 2;

Fig. 4 is a transverse section on the line 4--4 of Fig. 3, and

Fig. 5 is a horizontal section on the line 5--5 of Fig. 3.

The smoke box of the locomotive may be of any approved type and is equipped with the usual screens, indicated at 1, 2 and 3. In the top of the smoke box is secured the usual stack 1 and alined vertically with the said stack is the draft pipe or petticoat 5.

The exhaust nozzle of my invention consists of a body 6 which is an integral casting having a web 7 extending substantially diametrically across the interior thereof between the upper and lower ends of the same. At the lower end of the casting is a flange 8 having holes 9 formed therethrough whereby the nozzle may be secured upon the locomotive saddle, and adjacent the upper end of the body is an annular flange or rib 10 which serves to reinforce the body and also provide a support for the screen 2, as shown in Fig. 1. Above the web 7 the nozzle presents a chamber 11 having an opening 12 through the front side of the body and an opening 13 through the top of the same, the support for the core which is utilized in casting the bodv to form the said openings being fitted in an opening, indicated at 14, in the rear wall of the casting, which opening is drilled and closed by a plug 15 when the casting operation is completed. The casting is also shown with a central vertical web 16 at its lower end which extends longitudinally of the casting, as the same is set in the locomotive smoke box, and defines, with the sides of the casing, passages 17 which extend to the top of the casting and which, after the nozzle is in working position, will communicate directly with the exhaust passages from the engine cylinders. The vertical web 16 merges at its upper edge into a head or bar 18, from the sides of which vertical webs or partitions 19 pass to the upper end of the nozzle, the upper edges of the webs 19 being spaced from the upper edges of'the outer walls of the body so that a-single continuous circular exhaust opening 20 is defined at the upper ends of the passages 17 for the escape of the exhaust steam from the engines. It will be understood from Figs. 3, 4 and 5 that the web 7 is disposed between and integrally united with the vertical webs 19 substantially in the plane of the bottom of the opening 12 and spaced vertically from the bar 18, and it will be noted that from the front and rear walls of the casting substantially in the plane of the top of the opening 12 other webs 21 extend inwardly and then upwardly between the webs 19. The webs 19 are reduced in width in the plane of the top of the opening 12 and united with the webs 21 so that-above said opening the webs 19 and 21 form a passage or pipe extending to the top of the casting in spaced relation to the walls of the casting to define the outlets 13 and 20. It is to be understood, however, that the divider web 16 below the bar 18 may be omitted. if desired, and the support for the core which'forms thechamber 11 may be withdrawn through the opening 12 thereby el minating the opening 14 and plug 15. The bar 18 has an appreciable vertical Iii dimension in its forward portion which extends from the front wall of the casting to a point at the rear of the central vertical line of the casting and is then united with the rear wall of the casting through a reduced portion or horizontal web 22, a cham ber 23 being defined by and between the members 18, 22, the partitions 19 and the web 7, as clearly shown in Figs. 3 and d. In the rear wall of the casting, an opening 2% is produced at the re 1 end of the chamber 23 ad thecore, whereby said chamber is formed, is supported at the front of the casting in an opening at 25, which opening is drilled and closed by a plug 26 when the casting is completed. A flat-faced flange 2'? i formed externally around the opening 24: to provide for the securing of a flange cou pling 28 having the end of the pipe 29, carrying the exhaust from the booster engine, fitted therein.

The walls of the openings 12 and 13 are machine finished so that there may be free flow of smoke and gases therethrough, and through the web 7 at the center thereof an opening 30 is bored, the drill being easily inserted through the opening 13. In the upper side of the bar 18, a central opening, indicated at 31, is bored and the said opening receives a small nipple 32, as shown in Figs. 3 and 1. A passage 33 is drilled within the bar 18 from the front wall of the casting, and is extended beyond the central vertical line of the casting so that communication will be established between the said passage 33 and the opening 31 receiving the nipple 32. The front end of this passage 33 is tapped so as to receive the end of the blower pipe 34: and openings 35 and 36 are tapped through the front wall of the casting at the front end of the chamber 23 to communicate therewith, said openings being adapted to receive the exhaust pipe 37 from the stoker engine and the exhaust pipe 38 from the generator engine, respectively. On the front side of the casting are formed bosses 39 above the opening 12 and below the passage 33, and secured to these bosses isfia screen 10 which extends over the opening12 and the openings to the chamber 23 and has the-pipes 34, 37 and 38 extending tl-ierethrough. This screen 40 prevents the entrance of large cinders into the chamber 11 through the mouth 12 of the same, and the lower boss 39 is so located as to provide ample clearance for turning home the nuts whereby the nozzle is secured in place.

The exhaust pipe 41 from the air pumps may be coupled into the booster engine exhaust pipe 29 and, if the locomotive is not equipped with the booster engine, the air pump exhaust 11 may be'coupled into a cap plate bolted upon the flange 27 in an obvious manner. If, for any reason, it be deemed desirable not to couple the exhaust from the air pumps into the nozzle, the open ing 2d may be covered by an imperforate cap plate, as is obvious, and it may be also noted that, if any of the other exhaust elements are not present or it be deemed desirable not to couple them into the nozzle, the openings provided therefor may be closed by plugs similar to the plug 26. It may be deemed advisable to cast the body without the openings 2%, 35 and 36, and subsequently drill the openings if their use becomes necessary, the nipple 31, in such event, being elongated to extend through the opening 30 in the web 7.

It is thought the operation of the nozzle will be readily understood. Then the en gines are working, the exhaust steam therefrom flows through the channels 17 and escapes through the opening 20 with considerable force so that it passes directly into the petticoat draft pipe 5 but will expand, as indicated by the dotted lines 422 in Fig. 1. This flow of the engine exhaust steam creates a partial vacuum through the chamber 11 and within the chamber 23, as well as through the petticoat 5 and at the screen of the superheater chamber, which is indicated conventionally at 13. As a result of the formation of this partial vacuum, the smoke and gases are drawn through the opening 12 and out through the opening 13 so that they will be carried into and through the petticoat 5 and the stack t, the cinders being subjected to the action of the condensing steam so that they will be cooled and extinguished and, consequently, will not be apt to cause fires along the right of way by coming in contact with dry inflammable material upon the groundf The exhaust from the stoker engine and the electric generator engine as well as from the booster engine will be received in the chamber 23 and drawn through the opening 30 so as to commingle with the smoke, gases and small cinders drawn in from the smoke arch of the smoke box, and the result is that the likelihood of hot cinders escaping from the stack 4 is so slight as to be negligible. The flow through the chamber 23 and the chamber 11 is, of course, promoted by the velocity of the-escaping exhaust steam but it is accelerated by the action of the partial vacuum created when the steam fromthe engines. escapes through the outlet 20 into the petticoat 5, as previously stated. This action also results from the flow of steam from the blower. W'hen electric generators are mounted upon locomotives, it is the more frequent practice to locate the generators immediately adjacent the cab, or even within the cab, and as the exhaust from this unit carries more or less oil, when it is permitted to escape into the open air, the cab windows are frequently coated so that the vision of the engineer is obscured, and the undesirability of this condition is obvious. By carrying the exhaust from the generator unit, however, forward and de livering it into the exhaust nozzle, as is possible with my device, this obscuring of the cab windows is entirely overcome. The exhaust flow from the engines and the other units of the locomotive plant is very materially accelerated by the use of my nozzle and the back pressure upon the units is minimized so that they will all operate with a high degree of etficiency and the work performed by the locomotive will, consequently. be performed with a lesser consumption of fuel. The suction resulting from the formation of the partial vacuum draws the smoke and gases from the smoke arch through the nozzle at a rapid rate and results in an increased drait through the grate whereby the fuel is consumed more economically and completely, a hotter fire being produced with a given quantity of fuel so that the evaporation of water is expedited which fact increases the er'ficiency of the locomotive.

It is to be understood that the accompanying drawings are illustrative only and not restrictive, and that various changes may be made in the details of construction without involving any departure from the spirit or scope of the invention as the same is defined in the following claims.

Having thus described the invention, I claim:

1. An exhaust nozzle for locomotives comprising a single casting having a gas and smoke chamber in its upper portion and provided with vertical partitions forming the sides of said chamber and defining with the sides 01" the casting passages for exhaust steam from the engine cylinders, and vertically spaced webs extending across the body between the partitions to define an exhaust chamber, the upper web forming the bottom of the smoke and gas chamber and having a central opening establishing communication between the exhaust chamber and the smoke and gas chamber and the walls of the casting at the ends of the exhaust chamber having openings to receive exhaust pipes from the locomotive auxiliaries.

2. An exhaust nozzle for locomtives consisting of a single integral body having a gas and smoke chamber in its upper portion provided with an inlet opening in one wall of the body and an outlet opening through the top of the body, approximately horizontal vertically spaced webs extending across the body and defining between them, an exhaust chamber below said gas and smoke chamber, the walls of the body at the ends of said chamber being constructed with openings to receive exhaust conveying elements, there being a central opening through the upper horizontal web establishing communication between said exhaust chamber and the gas and smoke chamber, a bar on the under side of the lower horizontal web having a passage therein opening through the side wall of the body, and a nipple fitted in said bar in aline nent with the opening in the upper web and in communication with said passage.

3. An exhaust nozzle for locomotives consisting of a single integral body having a smoke and gas chamber in its upper portion provided with an inlet opening through one wall, vertically spaced webs extending across the body below said smoke and gas chamber and defining an exhaust chamber communicating centrally with said smoke and gas chamber, the body having inlet openings in its one wall at the end of said exhaust chamber and also having exhaust steam passages extending vertically through the entire height of the body at the sides of said chambers and discharging through the top of the body, and a screen secured upon said. wall of the body and extending over all said inlet openings.

4.. The combination with a draft pipe petticoat, of an exhaust nozzle secured below said petticoat in axial alinement therewith and having passages extending vertically therethrough and in communication at their lower ends with the exhaust passages of the locomotive cylinders and having an annular restricted outlet through the top of the noz zle, the nozzle being further provided with a central exhaust receiving chamber having an outlet through the top thereof concentric with and on the axis of the said annular outlet for the exhaust steam and being constructed at the ends of saidexhaust chamber to receive exhaust pipes from various locomotive auxiliaries.

5. An exhaust nozzle for locomotives comprising a body having an exhaust out-let through its top and provided in its wall ith openings to receive exhaust pipes from various locomotive auxiliaries, all of said openings communicating with said exhaust outlet, the body being further constructed with vertically extending channels receiving exhaust from locomotive engines and havin a restricted exit in proximity to said exhaust outlet.

In testimony whereof I afiix my signature.

WlNFlELD SCOTT HAINES. [13.8.]

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